Fuel R 01

737-300/400 FUEL
PT. METRO BATAVIA Directorate of Operational
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Slide 1 of 83
737-300/400 Fuel Schematic

No. 1 engine When pulled, closes No. 1 engine fuel shutoff valve When pulled, closes No. 2 engine fuel shutoff valve No. 2 engine Engine driven fuel pump Engine fuel shutoff valve Engine fuel shutoff valve
Engine driven fuel pump
Crossfeed valve
Manual defueling valve Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank APU bypass valve APU fuel shutoff valve To APU
Scavenge valve
Center left pump
Center right pump inlet
Center left pump inlet No. 1 fuel tank Center fuel tank
Scavenge inlet
No. 2 fwd pump No. 2 fuel tank
Bypass valve
No. 2 aft pump Surge tank
Center tank scavenge jet pump
Slide 2 of 83
No. 1 fuel tank
Center fuel tank
No. 2 fuel tank
There are three fuel tanks: No. 1, Center, and No. 2. The No. 1 and No. 2 fuel tanks are located in the interspar area of each wing. The center fuel tank is contained in the fuselage (wing center section).
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Fueling receptacle Pressure fueling station Fuel shutoff valves (3)
No. 1 fuel tank
Center fuel tank
No. 2 fuel tank
A pressure fueling station is installed on the right wing leading edge. A fueling receptacle allows a hose to be connected for fueling. Shutoff valves control fuel distribution to the tanks.
Slide 4 of 83
No. 1 fuel tank
Center fuel tank
No. 2 fuel tank
Surge tank
Surge tank
One surge tank can be found outboard of each wing fuel tank. Vent channels allow the surge tanks to collect any fuel overflow from the main tanks. A surge tank drain line then allows the fuel overflow to drain back into the center tank, but prevents fuel flow from the center tank to the surge tank. Each surge tank has a capacity of approximately 30 U.S. gallons.
Slide 5 of 83
See picture of fuel vent scoop
No. 1 fuel tank
Center fuel tank
No. 2 fuel tank
Surge tank
Surge tank
A fuel vent scoop is located on each outboard lower wing surface, under the surge tank. The scoops create positive pressure during flight and are the overboard vents for the vent system. If a significant amount of overflow fuel is collected in a surge tank, the fuel will be discharged overboard via the vent scoops. The scoops are designed to prevent ice accumulation.
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Fueling receptacle Pressure fueling station Fuel shutoff valves (3) No. 1 fwd pump No. 1 fuel tank No. 1 aft pump Surge tank Center fuel tank No. 2 fuel tank
Surge tank
The No. 1 fuel tank contains a forward and aft fuel boost pump. Each pump is AC powered and is fuel cooled and lubricated. The forward pump is attached to the forward wing spar and the aft pump is installed in a dry bay within the fuel tank. The wing spar and dry bay isolate the pump motor from the fuel in the tank.
Slide 7 of 83
Surge tank
Fuel from the tank enters each pump through a wire mesh screen via a suction tube inlet. Fuel is discharged from the pump under pressure through the boost pump check valve. The check valves are located inside the fuel tank and will open when respective fuel pump pressure is approximately 12 psi.
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Surge tank
The No. 1 tank fuel LOW PRESSURE lights will illuminate when the respective fuel pump switch is ON and fuel boost pump pressure is low. The LOW PRESSURE lights will also illuminate when the respective fuel pump switch is OFF.
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When pulled, closes No. 1 engine fuel shutoff valve
Engine fuel shutoff valve
Surge tank
Prior to fuel entering the No. 1 engine, it must first pass through the engine fuel shutoff valve. The valve is electrically (DC) opened when the No. 1 engine start lever is positioned from CUTOFF to IDLE. The valve closes when the start lever is lowered from IDLE to CUTOFF. The valve also closes when the No. 1 engine fire switch is pulled.
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No. 1 engine When pulled, closes No. 1 engine fuel shutoff valve
Surge tank
From the engine fuel shutoff valve, fuel is delivered to the No. 1 engine via the main engine control (MEC).
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Fueling receptacle Pressure fueling station Fuel shutoff valves (3) No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank No. 1 fuel tank Center fuel tank No. 2 fuel tank
Surge tank
A bypass valve allows fuel to be drawn out of the tank by an engine driven fuel pump. This would only occur if both No. 1 fuel tank pumps were to fail. The engine driven fuel pump is attached to the engine gearbox.
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Fueling receptacle Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank No. 1 fuel tank Center fuel tank No. 2 fuel tank
Surge tank
A fuel temperature sensor is located in the No. 1 fuel tank. The fuel temperature indicator displays the results in C.
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Fueling receptacle Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank No. 1 fuel tank Center fuel tank No. 2 fwd pump No. 2 fuel tank
The No. 2 fuel tank contains a forward and aft fuel boost pump. Each pump is AC powered and is fuel cooled and lubricated. The forward pump is attached to the forward wing spar and the aft pump is installed in a dry bay within the fuel tank. The wing spar and dry bay isolate the pump motor from the fuel in the tank.
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Fuel from the tank enters each pump through a wire mesh screen via a suction tube inlet. Fuel is discharged from the pump under pressure through the boost pump check valve. The check valves are located inside the fuel tank and will open when respective fuel pump pressure is approximately 12 psi.
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The No. 2 tank fuel LOW PRESSURE lights will illuminate when the respective fuel pump switch is ON and fuel boost pump pressure is low. The LOW PRESSURE lights will also illuminate when the respective fuel pump switch is OFF.
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No. 1 engine When pulled, closes No. 1 engine fuel shutoff valve When pulled, closes No. 2 engine fuel shutoff valve

Engine fuel shutoff valve Engine fuel shutoff valve
Prior to fuel entering the No. 2 engine, it must first pass through the engine fuel shutoff valve. The valve is electrically (DC) opened when the No. 2 engine start lever is positioned from CUTOFF to IDLE. The valve closes when the start lever is lowered from IDLE to CUTOFF. The valve also closes when the No. 2 engine fire switch is pulled.
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No. 1 engine When pulled, closes No. 1 engine fuel shutoff valve When pulled, closes No. 2 engine fuel shutoff valve No. 2 engine

Engine fuel shutoff valve Engine fuel shutoff valve
From the engine fuel shutoff valve, fuel is delivered to the No. 2 engine via the main engine control (MEC).
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Bypass valve
A bypass valve allows fuel to be drawn out of the tank by an engine driven fuel pump. This would only occur if both No. 2 fuel tank pumps were to fail. The engine driven fuel pump is attached to the engine gearbox.
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Crossfeed valve
Bypass valve
The DC powered crossfeed valve connects the left and right fuel manifold. It provides a means of directing fuel to either engine from any tank.
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Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank No. 1 fuel tank Center fuel tank No. 2 fwd pump No. 2 fuel tank
Center left pump
Bypass valve
The center fuel tank utilizes the left and right fuel boost pump. Each pump is AC powered and is fuel cooled and lubricated. The center left pump is installed in a dry bay within the No. 1 fuel tank. The center right pump is installed in a dry bay within the No. 2 fuel tank. The dry bay isolates the pump motor from the fuel in the tank.
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Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank No. 1 fuel tank Center left pump inlet Center fuel tank No. 2 fwd pump No. 2 fuel tank
Center left pump
Bypass valve
Fuel from the center tank enters each pump through a wire mesh screen via a suction tube inlet. Fuel is discharged from the pump under pressure through the boost pump check valve. The check valves are located inside the fuel tank and will open when respective fuel pump pressure is approximately 1.3 psi.
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Crossfeed valve
Center left pump
Bypass valve
As previously stated, the main tank and center tank check valves open at a boost pump pressure of approximately 12 and 1.3 psi, respectively. Therefore, assuming fuel in all three tanks and all six pumps operating, fuel is delivered to the engines from the center tank first due to the lower cracking pressure of the check valves.
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Crossfeed valve
Center left pump
Bypass valve
The center tank fuel LOW PRESSURE lights will illuminate when the respective fuel pump switch is ON and fuel boost pump pressure is low. The LOW PRESSURE lights will extinguish when the respective fuel pump switch is OFF.
Slide 24 of 83

Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
A center tank fuel scavenge system is installed to drain unusable fuel from the center tank into the No. 1 tank. This occurs when both center tank pump switches are positioned to OFF. This action sends an electrical signal to the scavenge valve to open for a time period of 20 minutes.
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Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
With the scavenge valve now open, fuel from the No. 1 fwd pump flows to the center tank scavenge jet pump. This results in low pressure being created in the scavenge inlet. Remaining fuel in the center tank is now drawn out and drained into the No. 1 tank. The scavenge valve will close at the end of 20 minutes. The scavenge valve may be re-opened, for 20 minutes, by cycling the center pump switches to ON and back OFF.
Slide 26 of 83

Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank APU fuel shutoff valve To APU
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
Fuel may be delivered to the APU from any one of the three tanks. The APU fuel shutoff valve controls delivery of fuel to the APU. The valve is opened and closed by the APU start switch. Pulling the APU fire switch will also close the APU fuel shutoff valve.
Slide 27 of 83

Crossfeed valve
Fueling receptacle Center right pump Pressure fueling station Fuel shutoff valves (3) Fuel temperature indicator No. 1 fwd pump Bypass valve No. 1 aft pump Surge tank APU bypass valve APU fuel shutoff valve To APU
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
With no AC power available to the aircraft, all six fuel pumps are inoperative. If attempting to start the APU with no AC power on the aircraft, the fuel pumps are not available to feed fuel to the APU. Therefore, an APU bypass valve is located in the No. 1 fuel tank which allows fuel to be drawn out of the tank for APU operation. The APU cannot draw fuel out of the No. 2 or center tank.
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Crossfeed valve
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
The manual defueling valve is located inboard of the pressure fueling station on the right wing front spar. It controls fuel flow from the fuel manifold to the pressure fueling station. It is used to defuel any one of the three tanks, or to transfer fuel from tank to tank (on the ground only). The handle of the defueling valve is such that its access door cannot be closed when the defueling valve is in the open position.
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This concludes the review of the Fuel Schematic. The next section When pulled, When pulled, will discuss various fueling related panels. Click Next to continue.
No. 1 engine closes No. 1 engine fuel shutoff valve closes No. 2 engine fuel shutoff valve No. 2 engine Engine driven fuel pump Engine fuel shutoff valve Engine fuel shutoff valve
Crossfeed valve
Scavenge valve
Center left pump
Scavenge inlet
Bypass valve
Although not shown in the schematic above, overwing fill ports (for gravity fueling) are provided for the No. 1 and No. 2 fuel tanks. These receptacles would be utilized if pressure fueling facilities are not available. If fuel is desired in the center tank during this type of scenario, fuel must be transferred from the main tanks via the manual defueling valve.
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Fuel Control Panel
Forward Overhead Panel
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Fuel Control Panel

FUEL VALVE CLOSED lights: Illuminated bright blue Related engine fuel shutoff valve in transit. Related engine fuel shutoff valve position disagrees with start lever or engine fire warning switch position. Illuminated dim blue Related engine fuel shutoff valve is closed. Extinguished Related engine fuel shutoff valve is open.
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Fuel Control Panel

FUEL TEMP Indicator: Indicates fuel temperature in the No. 1 fuel tank only.
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Fuel Control Panel

FILTER BYPASS Lights: Illuminated Impending fuel filter bypass on respective engine due to a contaminated filter. Note: During a FILTER BYPASS, fuel is routed around the filter and delivered to the engine unfiltered.
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Fuel Control Panel

CROSSFEED Selector: Controls fuel crossfeed valve. Open Connects left and right fuel manifold. Closed Isolates left and right fuel manifold.
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Fuel Control Panel

Crossfeed VALVE OPEN light: Illuminated bright blue Crossfeed valve in transit. Crossfeed valve and CROSSFEED selector disagree. Illuminated dim blue Crossfeed valve is open. Extinguished Crossfeed valve is closed.
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Fuel Control Panel

CTR Tank Fuel Pump Switches (L and R): ON Activates respective center tank fuel pump. OFF Deactivates respective center tank fuel pump.
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Fuel Control Panel

Center Tank Fuel Pump LOW PRESSURE Lights: Illuminated Respective fuel pump switch is ON and output pressure is low. Extinguished Respective fuel pump switch is ON and output pressure is normal. Respective fuel pump switch is OFF.
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Fuel Control Panel

Main Tank Fuel Pump Switches (FWD and AFT): ON Activates respective main tank fuel pump. OFF Deactivates respective main tank fuel pump.
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Fuel Control Panel

Main Tank Fuel Pump LOW PRESSURE Lights: Illuminated Respective fuel pump switch is ON and output pressure is low. Respective fuel pump switch is OFF. Extinguished Respective fuel pump switch is ON and output pressure is normal.
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Fuel Quantity Indications
Instrument Panels
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Fuel Quantity Indicators: Indicates total weight of usable fuel in respective tank. AC standby power is required. Segmented arc indicates fuel quantity as a percentage of fuel capacity. Note: There are many different types of fuel quantity indicators. The type installed in your aircraft may not necessarily match the type discussed in this presentation. The type shown here is manufactured by Simmonds.
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ERR Indicator: ERR appears with associated error codes (0-9) whenever a malfunction occurs. Used for maintenance purposes only
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Fuel QTY TEST Switch: Press and hold Fuel quantity indicators display a value of 0. ERR 4 is shown. When switch is released, a self test is initiated All segments of the indicators display for two seconds. All segments of the indicators extinguish for two seconds. Indicators display full tank capacity and stored error codes, if any, for two seconds. Indicators return to actual fuel quantity.
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Measurement/Fueling/Defueling
See picture of fuel tank access panel and dripstick head
Dripstick (five on each wing)
Defueling valve
Pressure fueling station

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Fuel Measuring Stick: Utilized to measure fuel quantity in the No. 1 and No. 2 fuel tanks. No dripsticks associated with the center fuel tank. Allows a comparison of fuel weight (as indicated by the fuel quantity indicators) to the value shown on the measuring sticks to ensure the indicators are operating normally. Five sticks installed on each main tank. Reading is obtained by turning the head of the dripstick 90 in a counter-clockwise direction. Slowly lower the stick until fuel begins to drip from the hole located near the bottom of the stick. Quantity may now be determined by reading the measuring units on the stick. This procedure is best performed by trained maintenance personnel.
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Pressure Fueling Station: Provides all the necessary switches, indicators, and valves to quickly fuel all three tanks. Located on right wing, aft of leading edge slats.
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Fueling Receptacle: Connects the fueling hose to the pressure fueling system.
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Fueling Shutoff Valves: Controls fuel distribution to their respective tank. Electrically (DC) activated. Solenoid actuated, spring-loaded to the closed position.
Left-half of pressure fueling station
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Manual Override Push Buttons (Solenoid Override): Utilized if DC power is not available to the fueling shutoff valves. Mechanically opens shutoff valve when fuel pressure is supplied.
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Fueling Power Control Switch: Door closed Proximity sensor deactivates DC power to fueling valve switches and panel floodlights. Also deactivates AC power to refuel quantity indicators. Door open Proximity sensor allows DC power to fueling valve switches and panel floodlights. Also allows AC power to the refuel quantity indicators.
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Test Gauges and Fueling Panel: Used by fueling personnel to coordinate the distribution of fuel to the tanks.
Right-half of pressure fueling station
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Fueling Valve Switches: OPEN Energizes fueling shutoff valve for respective tank. CLOSED De-energizes fueling shutoff valve for respective tank.
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Fueling VALVE POSITION LIGHTS: Illuminated Respective fueling valve switch in in the OPEN position and the related tank is not full. Extinguished Respective fueling valve switch in in the OPEN position and the related tank is full. Respective fueling valve switch is in the CLOSED position.
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Refuel Quantity Indicators: Indicates total weight of usable fuel in respective tank.
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TEST GAUGES and FUELING CONTROL Switch: (spring-loaded to OFF) TEST GAUGES Checks the operation of the refuel quantity indicators by performing a self-test. AUX POWER FUELING CONTROL Energizes the fueling system if the fueling power control switch should fail to operate when the fueling door is open.
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Manual Defueling Valve: Open Connects fuel manifold to pressure fueling station for defueling or to transfer fuel from tank to tank. Transferring of fuel from tank to tank can only be performed while the aircraft is on the ground. Closed (picture shows handle in closed position) Isolates fuel manifold from pressure fueling station. Note: The handle of the defueling valve is such that its access door cannot be closed when the defueling valve is in the open position.
This concludes the review of the fueling related panels. The remainder of the presentation will discuss more details of the fuel system. Click Next to continue.
Slide 57 of 83
Fuel Pump LOW PRESSURE Lights

The fuel pump switches normally remain in the OFF position until the pumps are needed. With the No. 1 and No. 2 tank fuel pump switches in the OFF position, it is normal for LOW PRESSURE lights to be illuminated. With the center tank fuel pump switches in the OFF position, it is normal for LOW PRESSURE lights to be extinguished. The reason for this is because the center tank is not always scheduled to be fueled. Therefore, the pumps are not utilized and the pump switches are selected OFF. The LOW PRESSURE lights would be a nuisance to the pilots if they were to remain illuminated with the center pump switches in the OFF position.
Slide 58 of 83

The following assumes all six fuel pumps are operating normally and all three tanks have been fueled: When the No. 1 and No. 2 tank pumps are selected ON, the LOW PRESSURE lights extinguish. When the center tank pumps are selected ON, the LOW PRESSURE lights remain extinguished. Recall that with all six pumps operating, fuel is delivered to the engines from the center tank first.
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When their illumination results in a Master Caution
The following scenarios will demonstrate the relationship between the fuel LOW PRESSURE lights and the master caution system. Lets first discuss the LOW PRESSURE lights in the center fuel tank.
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Lets assume that the center left pump has failed. Because the pump is no longer a provider of fuel pressure, the respective LOW PRESSURE light illuminates. This does not result in a MASTER CAUTION because with both center pumps ON, both LOW PRESSURE lights must be illuminated in order for the MASTER CAUTION and FUEL annunciator lights to automatically illuminate. As a result of the center left pump failure, the No. 1 tank pumps will begin to feed the No. 1 engine. However, it is likely that the non-normal procedure will suggest opening the crossfeed valve to allow the center right pump to deplete center tank fuel. This will also help to prevent a fuel imbalance (reference your company operations manual).
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MASTER CAUTION and left system annunciator panel

If a pilot were to push either system annunciator panel, the MASTER CAUTION and FUEL annunciator would illuminate to warn the pilots of the low pressure situation in the center left pump. Note: The system annunciator panels are also known as recall panels.
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The master caution system may be reset by simply depressing either MASTER CAUTION PUSH TO RESET light.
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When the pilot selects the center left pump switch OFF, the LOW PRESSURE light extinguishes.
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Now, lets assume that the center right pump has failed. The respective LOW PRESSURE light illuminates. The MASTER CAUTION and FUEL annunciator lights also illuminate. With one center pump ON and one center pump OFF, the illumination of one LOW PRESSURE light will automatically illuminate the MASTER CAUTION and FUEL annunciator. In this scenario, fuel is no longer being delivered to the engines from the center tank, and therefore the pumps in the No. 1 and No. 2 tank will automatically begin to feed the engines.
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When the pilot selects the center right pump switch OFF, the LOW PRESSURE light extinguishes.
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This concludes the discussion of the LOW PRESSURE lights in the center tank. The LOW PRESSURE lights in the No. 1 tank will be discussed next.
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Lets assume that the AFT pump in the No. 1 tank has failed. Because the pump is no longer a provider of fuel pressure, the respective LOW PRESSURE light illuminates. This does not result in a MASTER CAUTION because both LOW PRESSURE lights in the No. 1 fuel tank must be illuminated in order for the MASTER CAUTION and FUEL annunciator lights to automatically illuminate.
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If a pilot were to push either system annunciator panel, the MASTER CAUTION and FUEL annunciator would illuminate to warn the pilots of the low pressure situation in the No. 1 tank AFT pump.
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When the pilot selects the No. 1 tank AFT pump switch OFF, the LOW PRESSURE light remains illuminated.
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Now, lets assume that the FWD pump in the No. 1 tank has failed. The respective LOW PRESSURE light illuminates. The MASTER CAUTION and FUEL annunciator lights also illuminate because both LOW PRESSURE lights in the No. 1 fuel tank are illuminated. The No. 1 engine would continue to run because the engine driven fuel pump is drawing fuel out of the No. 1 tank via the bypass valve.
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When the pilot selects the No. 1 tank FWD pump switch OFF, the LOW PRESSURE light remains illuminated.
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This concludes the discussion of the LOW PRESSURE lights in the No. 1 tank. The LOW PRESSURE lights in the No. 2 tank will be discussed next. You will discover that the No. 1 and No. 2 tank LOW PRESSURE lights function exactly the same.
Slide 74 of 83

Lets assume that the AFT pump in the No. 2 tank has failed. Because the pump is no longer a provider of fuel pressure, the respective LOW PRESSURE light illuminates. This does not result in a MASTER CAUTION because both LOW PRESSURE lights in the No. 2 fuel tank must be illuminated in order for the MASTER CAUTION and FUEL annunciator lights to automatically illuminate.
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If a pilot were to push either system annunciator panel, the MASTER CAUTION and FUEL annunciator would illuminate to warn the pilots of the low pressure situation in the No. 2 tank AFT pump.
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When the pilot selects the No. 2 tank AFT pump switch OFF, the LOW PRESSURE light remains illuminated.
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Now, lets assume that the FWD pump in the No. 2 tank has failed. The respective LOW PRESSURE light illuminates. The MASTER CAUTION and FUEL annunciator lights also illuminate because both LOW PRESSURE lights in the No. 2 fuel tank are illuminated. The No. 2 engine would continue to run because the engine driven fuel pump is drawing fuel out of the No. 2 tank via the bypass valve.
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When the pilot selects the No. 2 tank FWD pump switch OFF, the LOW PRESSURE light remains illuminated.
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This concludes the discussion of the LOW PRESSURE lights in the No. 2 tank.
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Fuel Pump Power Sources
MAIN BUS 2
MAIN BUS 1
TRANSFER BUS 1
TRANSFER BUS 2
MAIN BUS 1
MAIN BUS 2
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Fuel Tank Capacities

These figures represent the approximate amount of useable fuel. Weight and balance calculations and the appropriate loading manual will give exact figures for your specific aircraft and condition.
2,313 U.S. gallons 15,613 pounds* 7.176 KG
1,499 U.S. gallons 10,118 pounds* 4,650 KG
1,499 U.S. gallons 10,118 pounds* 4,650 KG
No. 1 tank
Center tank
No. 2 tank
*Fuel density assumed to be 6.75lbs/gallon

Slide 83 of 83

Fuel R 01

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Fuel R 01

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737-300/400 FUEL

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic

Engine driven fuel pump

Center left pump

Center right pump inlet

No. 2 fwd pump No. 2 fuel tank

Center tank scavenge jet pump

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic

No. 1 fuel tank

Center fuel tank

No. 2 fuel tank

737-300/400 Fuel Schematic

Fueling receptacle Pressure fueling station Fuel shutoff valves (3)

No. 1 fuel tank

Center fuel tank

No. 2 fuel tank

737-300/400 Fuel Schematic

Fueling receptacle Pressure fueling station Fuel shutoff valves (3)

No. 1 fuel tank

Center fuel tank

No. 2 fuel tank

737-300/400 Fuel Schematic

See picture of fuel vent scoop

Fueling receptacle Pressure fueling station Fuel shutoff valves (3)

No. 1 fuel tank

Center fuel tank

No. 2 fuel tank

737-300/400 Fuel Schematic

737-300/400 Fuel Schematic

737-300/400 Fuel Schematic

737-300/400 Fuel Schematic

Engine fuel shutoff valve

737-300/400 Fuel Schematic

Engine fuel shutoff valve

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic

Engine driven fuel pump

737-300/400 Fuel Schematic

Engine driven fuel pump

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic

Engine driven fuel pump

No. 2 aft pump Surge tank

737-300/400 Fuel Schematic

Engine driven fuel pump

No. 2 aft pump Surge tank

737-300/400 Fuel Schematic

Engine driven fuel pump

No. 2 aft pump Surge tank

737-300/400 Fuel Schematic

Engine driven fuel pump

No. 2 aft pump Surge tank

737-300/400 Fuel Schematic

Engine driven fuel pump

No. 2 aft pump Surge tank

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic

Engine driven fuel pump

737-300/400 Fuel Schematic

Engine driven fuel pump

PT. METRO BATAVIA Directorate of Operational

737-300/400 Fuel Schematic